A VEHICLE SEAT

Abstract: A back (1) of a motor vehicle seat has a headrest (8) and a main back portion comprising a peripheral frame (2). A back support element in the form of a net (4) is located within the frame (2). Substantial rearward movement of the net (4) is initially prevented, but in response to circumstances that arise during a rear impact the net (4) is permitted to move rearwardly. Thus, during a rear impact, the torso of a person sitting on the seat will move rearwardly relative to the seat, bringing the head of the person into contact with the head-rest (8) thus minimising any risk of whiplash neck injury. Initial rearward movement of the net may be limited by elements such as straps (3) which yield in a non-elastic manner when subjected to a force in excess of a predetermined limit, such as would be experienced during rear impact. Alternatively, the straps may be connected to the frame by connectors (9) which respond to a sensed deceleration in excess of a predetermined limit to release the straps (3).

Description: "A VEHICLE SEAT" The present invention relates to a vehicle seat and more particularly a vehicle seat intended for use in a motor vehicle such as a motor car. When a motor vehicle is involved in an accident, and in particular when a motor vehicle is involved in an accident involving an impact from the rear of the vehicle, there is a risk of a person travelling in the vehicle receiving a neck injury or so-called "whiplash" injury. The number of people suffering from neck injury has, in recent years, reduced due, it is believed, to the provision of head restraints. There is a statistic that shows that the provision of a head restraint decreases the risk of neck injury by about 20 percent on average. However, there are still a significant number of injuries of this type that occur, and in many cases these injuries lead to permanent disability. The present invention seeks to provide an improved vehicle seat which will reduce the risk of neck injury. According to this invention there is provided a seat for use in a vehicle, the seat having a back provided with a headrest, the back comprising a support element located to support the back of the torso of an occupant of the seat, means being provided to sense a rear impact on the vehicle and then to permit at least the upper part of the said support element to move in a yielding and substantially non-resilient manner relative to the headrest in a direction rearwardly of the seat. In one embodiment the support element is pivotally connected to the rest of the seat so that the upper part of the support element may pivot rearwardly. In one embodiment the means to sense an accident comprise means mounting the support element in position in such a way that if a force of between 500 and 2000 Newtons is applied to the back of the seat, the said support will move. Conveniently said predetermined force is between 700 and 1500 Newtons. Advantageously said predetermined force is substantially 1000 Newtons. In an alternative embodiment of the invention the means to sense a rear impact comprise a sensor to sense an acceleration in excess of a predetermined limit, the sensor being adapted to release means which initially retain said support in position. Preferably the seat comprises a support frame having rigid frame members extending along each side of the back of the seat, the support element being mounted between the frame members, the support element supporting padding and a fabric or other covering. Preferably the support element is movable resiliently in response to the application of a force less than a predetermined force. Conveniently support element is in the form of a metal net. Advantageously the support element is supported by means of a plurality of springs extending between the support element and the frame. In one embodiment the springs are adapted to exceed their elastic limit when a force in excess of the predetermined force is applied to the back of the seat. In an alternative embodiment the springs are connected to the frame and/or to the net by means of yieldable connectors, which yield when the back of the seat is subjected to a force in excess of the predetermined force. In a further modified embodiment the springs are connected to the frame and/or to the net by means of yieldable connectors, which yield in response to a sensor which senses an acceleration in excess of a predetermined limit. Conveniently one or more retaining elements are provided extending transversely across the frame at a position behind the support element, which retaining elements are adapted to release said support member when a rear impact is sensed. In one embodiment the or each retaining element is a strap designed to yield when a force in excess of the predetermined force is applied to the back of the seat. Alternatively each strap is selected to have such a strength that it will snap when a force in excess of the predetermined force is applied to the back of the seat. In a further embodiment the or each retaining element is connected to the frame by a coupling means adapted to break when a force in excess of the predetermined force is applied to the back of the seat. In a further modified embodiment each strap is provided with a stitched tuck, the stitching being adapted to break when a force in excess of the predetermined force is applied to the back of the seat. In yet a further modified embodiment the or each retaining element is connected to the frame by a connector which yields in response to a sensor which senses an acceleration in excess of a predetermined limit. In one seat in accordance with the invention the support element is connected to the frame by means of a plurality of over-dead-centre linkages. Preferably at least the upper part of the support element can move in response to a rear impact, by at least 30 mm. Conveniently at least the upper part of the support element can move in response to a rear impact, by approximately 50 mm. In a modified embodiment of the invention the support element is retained in an initial position by retaining means, retracting means being provided to retract the retaining means in response to a sensed rear impact to permit the support element to move relative to the head rest. In one particular example of the invention the retaining means comprise one or more bolts spring means being provided to bias the or each bolt to a retracted position, there being an over-dead centre linkage associated with at least one inertia mass, the linkage maintaining the bolt or bolts in the unretracted position until the inertia mass moves the over-dead centre linkage through the dead-centre condition in response to a sensed rear impact. In a further example of the invention the or each retaining means is associated with a piston in a cylinder, means being provided to supply gas to the cylinder when a rear impact is sensed to move the piston and thus to retract the retaining means. Preferably the means to supply gas comprise a pyrotechnic charge associated with a rear impact sensor, the arrangement being such that the pyrotechnic charge is ignited in response to a sensed rear impact. In another embodiment the support element has the head-rest mounted thereon, means being provided to move the head-rest forwardly relative to the support element as the support element moves rearwardly. In order that the invention may be more readily understood, and so that further features thereof may be appreciated, the invention will now be described, by way of example, with reference to the accompanying drawings, in which: FIGURE 1 is a perspective view of a vehicle seat in accordance with the invention with parts thereof cut-away to illustrate the construction of the seat; FIGURE 2 is an enlarged perspective view of part of a seat forming an alternative embodiment of the invention; FIGURE 3 is a top plan view of the part of the seat illustrated in Figure 2 in one position; FIGURE 4 is a corresponding view illustrating the part of the seat in another condition, FIGURE 5 is a perspective view of the principal operative parts of another embodiment of a vehicle seat in accordance with the invention, FIGURE 6 is a diagrammatic side view of the seat of Figure 5 when in use, FIGURE 7 is a view corresponding to Figure 6 showing the seat during a rear impact, FIGURE 8 is an enlarged horizontal sectional view illustrating a seat of the type shown in Figure 5, particularly illustrating the mechanism for releasing the retaining means, FIGURE 9 is a corresponding sectional view of a further modified embodiment of the invention. FIGURE 10 is a part-sectional side view of another embodiment of the invention in one condition, and FIGURE 11 is a corresponding view showing the embodiment of Figure 10 in another condition. The underlying concept of the invention is that the back of a seat is provided with a back support element that supports the torso of an occupant of the seat, and which is intended to yield in a permanent or non-elastic manner when subjected to a predetermined force, or will be released to yield in a non-resistant manner in response to a sensed rear impact. If such a seat is fitted in a motor vehicle, when the vehicle is subjected to a rear impact, the inertia or momentum of a person sitting in the seat will effectively apply a force to the back of the seat, and if that force exceeds the predetermined threshold, the back of the seat will yield in a non-elastic or permanent manner, or, alternatively, a sensor will sense the rear impact and will release the back support element so that it yields in a non-elastic manner. This will permit the torso of the person sitting in the seat to move backwardly, bringing the head of the person into contact with a headrest provided on the seat to provide the maximum degree of protection against neck injury. It has been found that the stiffness and elastic properties of the back rest of a conventional seat may influence the motion of a torso of a person sitting on the seat, during a rear impact. The elastic properties or resilience of the seat-back might tend to push the torso forwards (after the torso has moved backwards so as to compress those parts of the seat back that provide the resilience) . The head of the passenger may, however, still be in a process of moving backwards relative to the vehicle, since often the head is initially spaced a substantial distance in front of the headrest. Consequently it is possible that the torso may be moving forwardly while the head is still moving backwardly, thereby giving a very high relative velocity between the head and the torso, and also providing a high extension angle between the head and the torso. In this situation there may be a high relative linear and angular velocity of the head relative to the upper torso, which may lead to significant neck injury. Referring now to Figure 1 part of the back 1 of a seat for use in a motor vehicle such as a motor car is illustrated. The back of the seat is provided with a strong peripheral frame 2 which may be formed of tubular steel or some other strong material. The top of the frame is located rearwardly of the sides of the frame. Extending across the rear of the frame are a plurality of spaced apart webbing belts 3. Mounted in front of the webbing belts 3 is a support element in the form of steel wire net 4, which is retained in a suspended position by a plurality of helical springs 5 which extend from the edges of the net 5 to the peripheral frame 2. Located in front of the support element constituted by the net is padding 6 which is covered by fabric or simulated leather 7 or the like. A headrest 8 is provided mounted on the top of the frame. The seat is designed so that the support element that forms part of the back of the seat will yield in a non-elastic or permanent manner when a force in excess of a predetermined limit is applied to the back of the seat. Such a force is generated by the torso of a person sitting on the seat in the event that a rear impact accident occurs. Thus the part of the seat that is designed to yield is effectively provided to sense an accident, and then to yield in response to occurrence of that accident. Typically the force required to cause the back of the seat to yield is between 500 and 2000 Newtons, the preferred force being between 700 and 1500 Newtons, the most preferred force being in the region of 1000 Newtons. The back of the seat, when used in a normal way, exhibits the usual resilient properties found in the back of the seat. The padding 6 has some resilience, and the net 4 can move rearwardly in a resilient way since it is suspended in a floating manner by the springs 5. The net may move rearwardly to such a position that the net engages the straps 3. The straps 3 do have certain resilient properties, but substantially stop further rearward movement of the net 4. When a force in excess of the predetermined limit is applied to the back of the seat, components present in the back of the seat may yield in a non-elastic manner. For example, the straps 3 may break thus permitting the net 4 to continue to move rearwardly. The springs 5 may tend to resist this rearward movement, but the force applied by the springs will not be sufficient to stop the rearward movement. Thus the net 4 will move rearwardly with a yielding or non-elastic movement. Alternatively the springs 5 may be designed so that they reach their elastic limit or yield point when the back of the seat is subjected to the predetermined force. Alternatively again the springs and/or the straps may be connected to the frame by connecting means adapted to yield when the seat back is subjected to the predetermined force. As shown in phantom in Figure 1 each strap 3 may be connected to the frame 2 by a connector 9 which incorporates a crash sensor adapted to respond to a predetermined deceleration to release the strap. Alternatively connectors of this type may connect the springs 5 to the frame. If a deceleration in excess of a predetermined limit is sensed, the strap 3 or springs 5 are thus release, allowing the frame 4 to move rearwardly. There may be a combination of some of the design features mentioned above present in one example of the seat. The arrangement may be such that when a typical person is sitting on the seat in a motor vehicle, if that vehicle is involved in a rear impact, of such a magnitude as to involve a risk of neck injury, initially the seat will tend to move forwardly, and the torso of a person sitting on the seat will tend to remain stationary, due to its inertia. The force effectively applied to the back of the seat by the torso will thus exceed the predetermined limit. The net 4 will then be capable of moving rearwardly in a yielding manner, permitting the torso of the person sitting on the seat also to continue to move rearwardly, relative to the seat. The torso may thus move rearwardly in a substantially unhindered manner, until the head of the passenger engages the headrest. The top of the frame, being to the rear of the sides of the frame, does not hinder this movement. In this way there is a minimum risk that the torso of the person sitting in the seat will be moved forwardly. due to the inherent resilience of the seat, whilst the head of that person is still moving rearwardly. In a modified embodiment of the invention it may be desirable to permit the net 4 to move rearwardly in a yielding manner to a predetermined position which is spaced rearwardly of the normal limit of rearward movement of the net. This may be accomplished in various ways, for example, by providing further straps, equivalent to the straps 3 but of a longer length, extending across the rear part of the frame, so that these straps become tight when the net reaches the second predetermined position, and serve to prevent further rearward movement of the net. Alternatively the straps 3 may have a tuck formed in them secured by stitching, that stitching being intended to break to release the tuck and effectively increase the length of the strap when the seat back is subjected to the predetermined force. Alternatively again, a part of each strap intermediate the ends of the strap may be secured to the frame by releasable securing means, such as a shear bolt or the like, (or by a connector equivalent to the connector 9, adapted to release the strap in response to a sensed deceleration) adapted to release when an accident arises. In this way the straps may serve, under ordinary circumstances, to limit rearward movement of the net 4 to a first predetermined position, appropriate for comfortable use of the seat, but may, under an accident situation, permit the net 4 to move rearwardly to a second predetermined position. Whilst the embodiment of Figure 1 has shown the net 4 suspended in a floating manner by a plurality springs 5, Figures 2 to 4 show modified embodiment of the invention in which the net 4 is mounted on the frame 2 by means of an over-dead-centre linkage 10. The linkage 10 comprises a lug 11 mounted on the frame connected to an intermediate link 12 by a pivotal connection 13, the link 12 being connected by a pivotal connection 14 to a further lug 15 which is mounted on the frame 2. A spring 16 extends between the peripheral part of the net 4 and the frame 2. When the over-dead centre linkage 10 is in the condition illustrated in Figures 2 and 3 the net 4 is in a forward position, and, if any force is applied to move the net rearwardly, such rearward movement is effected against the bias provided by the spring 16. However, once the described mechanism passes a "dead centre" condition, the spring 16 tends to move the net rearwardly, to the position illustrated in Figure 4. Thus, in this embodiment, the net may move against the resilient effect of the spring to a first predetermined position, but if sufficient force is applied to the net to move it beyond that first predetermined position, then the over-dead centre linkage goes over-dead centre, and the linkage moves the net to a second predetermined position which is located rearwardly of the first predetermined position. As the net moves to the rearward position, any person sitting on the seat would move rearwardly bringing the head of the person into contact with the headrest. It is to be appreciated, however, that once the over-dead centre linkage has moved to the second predetermined position it can readily be returned to the first position, probably with use of appropriate tool to overcome the bias provided by the spring 16, thus meaning that the seat can readily be returned to a condition for re-use after an accident has occurred in which the over- dead centre linkage has triggered. Referring now to Figures 5 to 10, in another embodiment of the invention a seat 20 has a back 21 provided with two substantially vertically extending side members 22,23 interconnected by a transverse member 24 which is located to the rear of the members 22 and 23. The transverse member 24 carries a headrest 25. A support element 26 is provided comprising two side members 27, a cross member 28 interconnecting the upper ends of the side members 27 and a net 29 supported by the side members 27 and the cross member 28. The side members 27 are pivotally connected to the side members 22,23 by means of pivots 30. As can be seen from Figure 5 the support element 26 may move pivotally about a lower horizontal pivot axis defined by the pivot elements 30, the top part of the support element thus moving in a pivotal manner. Retaining means 31,32 are provided at the top of the side members 22,23 initially to prevent movement of the top of the support element in a rearward sense. However, the retaining means are adapted either to yield, or to be retracted in response to a signal from an appropriate sensor, when a rear impact is sensed, thus permitting the top part of the support element 26 to move rearwardly. It is to be appreciated that Figure 5 only illustrates the principal operative part of the seat. Appropriate padding and upholstery will be provided. Referring now to Figures 6 and 7 the seat of Figure 5 is illustrated diagrammatically when in use, and during a rear impact. Referring to Figure 6 it can be seen that when a person 33 is sitting on the seat of Figure 5, the head 34 of the person is spaced from the headrest 25 by a distance dl. This distance is, typically, 30 mm. It can also be observed, from Figure 6, that the cross member 28 of the support element is spaced from the transverse element 24 of the frame of the seat by a distance d2 when the support element is in its forward position, the distance d2 being at least 30 mm, but preferably about 50 mm. It is thus to be appreciated that when a rear impact is sensed, and the support element moves rearwardly, the head 34 of the person 33 sitting in the seat comes into firm contact with the headrest 25. It is to be noted that the angle established between the head 34 of the person 33 and the torso of that person in the initial position illustrated in Figure 6 is αl whereas the corresponding angle in Figure 7 is α2. It is preferred that α2 should be equal to or less than αl. Thus, when a rear impact occurs, the head of the person does not move rearwardly relative to the torso of that person but instead moves forwardly relative to the torso. Referring to Figure 8 of the accompanying drawings, one example of the retaining means 31,32 of Figure 5 is illustrated in greater detail. As can be seen from Figure 8, the retaining means 31,32 each comprise a elongate bolt passing through coaligned apertures formed in the side members 27 which are associated with the cross- member 28 and formed in the vertically extending side members 22,23 forming the back 21 of the seat. The bolt 31 is provided with a radially extending flange 34 and a helical compression spring 35 is located between the flange and the side member 27 through which the bolt 31 passes. The compression spring 35 is in a compressed state. Similarly, the bolt 32 is provided with a corresponding flange 34 associated with a corresponding spring 35. Located between the inner ends of the bolts 31 and 32 is a two-piece over-dead centre linkage 36 comprising a first element 37 integrally formed with an inertia mass 38 and a second element 39 integrally formed with an inertia mass 40. The over-dead centre linkage is shown in Figure 8 in an initial position in which the two elements 37 and 38 of the linkage are so located that the force applied to the linkage by the springs 35 presses the inertia masses 38 and 40 into contact with the cross-member 28. The arrangement is thus stable. However, should the vehicle in which the seat is mounted be subjected to a rear impact, the inertia masses 38 and 40 will tend to move in the direction indicated by the arrows 41,42. As the inertia masses move in this way, the linkage will pass through the dead-centre condition, initially moving the bolts 31 and 32 axially outwardly. Subsequently, however, once the elements have passed through the dead-centre condition, the force applied to the two linkage elements 37 and 39 by the springs 35 will combine with the inertia effect, causing the two linkage elements to fall away, thus permitting the bolts 31 and 32 to be moved to a retracted position under the spring bias applied to the bolts by the springs 35. Once the free ends of the bolts 31 and 32 have been withdrawn from the apertures formed in the members 22 and 23, the support element 26 may move pivotally about the lower horizontal pivot axis generally in the manner described above with reference to Figures 6 and 7. Turning now to Figure 9 of the drawings, only one bolt 32 is illustrated, but it is to be appreciated that the other bolt, 31, will be of the same form. The bolt 32 passes through an aperture formed in the member 23 and through a co-aligned aperture formed in the side member 27. The bolt 32 is formed integrally with a piston head 43, the piston head being received within a cylinder 44. The cylinder 44 is formed of a malleable material, such as aluminium, and has an inwardly tapering free end 45 between the piston 43 and the substantially closed end of the cylinder, which is the end through which the bolt 32 emerges from the cylinder, the cylinder is provided with an inlet port 46 which is connected to a source of gas in the form of a pyrotechnic charge 47. The pyrotechnic charge is connected, by means of a shock tube, such as the tube sold under the Registered Trade Mark NONEL,48 to an electrically triggered pyrotechnic charge 49. The charge 49 may be associated with a second shock tube 50 which is connected to an arrangement substantially identical to that described above associated with the bolt 31. It can be seen that the pyrotechnic charge 49 is provided with an electric initiator 51 connected by means of appropriate cables 52 to a rear impact sensor 53. It is to be appreciated that because of the tapering nature of the cylinder 44, the piston 43 is retained in the initial position as illustrated, with the bolt passing through the co-aligned apertures and retaining the support element 26 in the initial position. When the sensor 53 senses a rear impact, the pyrotechnic charge 49 is ignited, and an appropriate shock passes through the shock tube 48 to ignite the pyrotechnic charge 47. Gas thus enters the cylinder 44 through the inlet port 46 and the piston 43 is moved towards the right, as shown in Figure 9. This piston moves to a new position, deforming the tapering part of the cylinder 44, but withdrawing the bolt 32 from the aperture in the member 23, thus permitting the support element 26 to move pivotally, generally in the manner described above with reference to Figures 6 and 7. Figure 10 illustrates another embodiment of the invention. A seat 60 has a squab 61. Pivotally connected to the squab is a back 62. The back 62 forms a support element to support the torso of an occupant of the seat. Connected to the back 62 is a head-rest 63. The back 62 is pivotally connected to the seat for pivotting movement about a pivot axis 64. A toothed wheel 65 is connected to the back to co-rotate with the back about the pivot axis 64. The toothed wheel 65 is intended to mesh with a further small toothed wheel 66 mounted on a shaft for co-rotation with a larger toothed wheel 67. The larger toothed wheel 67 drives a further relatively small toothed wheel 68 which is connected to a quadrant 69 so that rotation of the wheel 68 causes rotation of the quadrant 69 about its apex. Connected to the exterior of the quadrant 69 is a drive cable 70 which passes a guide pulley 71 adjacent the rear of the squab 61 of the seat, and then extends substantially vertically past another guide pulley 72 towards the top of the seat, the cable 70 then being connected to the lower end 73 of a lever 74 mounted for pivotal movement about a pivot axis 75 and having its upper end pivotally connected 76 to the head¬ rest 63. A further lever 77 is provided parallel with the upper part of the first lever 74 pivotally connected at pivot 78 to the head-rest and pivotally connected at pivot 79 to the back of the seat. The back 62 of the seat is maintained in the initial position by appropriate retaining means of the type described above. Thus, for example, the retaining means may comprise one or more bolts which are biassed to a retracted position, there being an over-dead centre linkage associated with at least one inertia mass which maintains the bolts in the unretracted position until the inertia mass moves the over-dead centre linkage through the dead- centre condition. Alternatively, the retaining means may be associated with a piston in a cylinder, means, such as a pyrotechnic charge associated with a rear impact sensor, being provided to supply gas to the cylinder when a rear impact is sensed to move the piston and thus to retract the retaining means. In any event, it will be appreciated that when a vehicle in which the seat illustrated in Figures 10 and 11 is mounted is subjected to a rear impact, the back 62 of the seat will move rearwardly from the position shown in dotted lines in Figure 11 to the position shown in solid lines in Figure 11. Rearward movement of the back 62 of the seat causes clockwise rotation of the toothed wheel 65 which in turn causes anti-clockwise rotation of the toothed wheel 67 which causes clockwise rotation of the toothed wheel 68 and a consequent clockwise rotation of the quadrant 69 about its apex. Tension is thus applied to the cable 70. The lower end of the lever 73 is thus moved rearwardly relative to the back of the seat. Consequently, the head-rest 63 is moved forwardly relative to the back of the seat, so that, although the back of the seat moves rearwardly, the head-rest 63 actually remains in a stationary condition.

Claims: CLAIMS : 1. A seat for use in a vehicle, the seat having a back provided with a headrest, the back comprising a support element located to support the back of the torso of an occupant of the seat, means being provided to sense a rear impact on the vehicle and then to permit at least the upper part of the said support element to move in a yielding and substantially non-resilient manner relative to the headrest in a direction rearwardly of the seat. 2. A seat according to Claim 1 wherein the support element is pivotally connected to the rest of the seat so that the upper part of the support element may pivot rearwardly. 3. A seat according to Claim 1 or 2, wherein the means to sense an accident comprise means mounting the support element in position in such a way that if a force of between 500 and 2000 Newtons is applied to the back of the seat, the said support will move. 4. A seat according to Claim 3, wherein said predetermined force is between 700 and 1500 Newtons. 5. A seat according to Claim 3 or 4, wherein said predetermined force is substantially 1000 Newtons. 6. A seat according to Claim 1 or 2, wherein the means to sense a rear impact comprise a sensor to sense an acceleration in excess of a predetermined limit, the sensor being adapted to release means which initially retain said support in position. 7. A seat according to any one of the preceding claims, wherein the seat comprises a support frame having rigid frame members extending along each side of the back of the seat, the support element being mounted between the frame members, the support element supporting padding and a fabric or other covering. 8. A seat according to Claim 7 wherein the support element is movable resiliently in response to the application of a force less than a predetermined force. 9. A seat according to Claim 7 or 8, wherein support element is in the form of a metal net. 10. A seat according to Claim 7, 8 or 9, wherein the support element is supported by means of a plurality of springs extending between the support element and the frame. 11. A seat according to Claim 10, wherein the springs are adapted to exceed their elastic limit when a force in excess of the predetermined force is applied to the back of the seat. 12. A seat according to Claim 10, wherein the springs are connected to the frame and/or to the net by means of yieldable connectors, which yield when the back of the seat is subjected to a force in excess of the predetermined force. 13. A seat according to Claim 10, wherein the springs are connected to the frame and/or to the net by means of yieldable connectors, which yield in response to a sensor which senses an acceleration in excess of a predetermined limit. 14. A seat according to any one of Claims 7 to 12, wherein one or more retaining elements are provided extending transversely across the frame at a position behind the support element, which retaining elements are adapted to release said support member when a rear impact is sensed. 15. A seat according to Claim 14, wherein the or each retaining element is a strap designed to yield when a force in excess of the predetermined force is applied to the back of the seat. 16. A seat according to Claim 14, wherein the or each retaining element is connected to the frame by a coupling means adapted to break when a force in excess of the predetermined force is applied to the back of the seat. 17. A seat according to Claim 15, wherein each strap is provided with a stitched tuck, the stitching being adapted to break when a force in excess of the predetermined force is applied to the back of the seat. 18. A seat according to Claim 14, wherein the or each retaining element is connected to the frame by a connector which yields in response to a sensor which senses an acceleration in excess of a predetermined limit. 19. A seat according to any one of Claims 7 to 10, wherein the support element is connected to the frame by means of a plurality of over-dead centre linkages. 20. A seat according to any one of the preceding Claims wherein at least the upper part of the support element can move in response to a rear impact, by at least 30 mm. 21. A seat according to Claim 20 wherein at least the upper part of the support element can move in response to a rear impact, by approximately 50 mm. 22. A seat according to Claim 1, 2, 6 or 7 wherein the support element is retained in an initial position by retaining means, retracting means being provided to retract the retaining means in response to a sensed rear impact to permit the support element to move relative to the head rest. 23. A seat according to Claim 22 wherein the retaining means comprise one or more bolts, spring means being provided to bias the or each bolt to a retracted position, there being an over-dead centre linkage associated with at least one inertia mass, the linkage maintaining the bolt or bolts in the unretracted position until the inertia mass moves the over-dead centre linkage through the dead-centre condition in response to a sensed rear impact. 24. A seat according to Claim 22 wherein the or each retaining means is associated with a piston in a cylinder, means being provided to supply gas to the cylinder when a rear impact is sensed to move the piston and thus to retract the retaining means. 25. A seat according to Claim 24 wherein the means to supply gas comprise a pyrotechnic charge associated with a rear impact sensor, the arrangement being such that the pyrotechnic charge is ignited in response to a sensed rear impact. 26. A seat according to any one of Claims 1 to 6 or 22 to 25 wherein the support element has the head-rest mounted thereon, means being provided to move the head-rest forwardly relative to the support element as the support element moves rearwardly.

Inventors: ALDMAN BERTIL, ALDMAN, BERTIL
Applicants: ALDMAN BERTIL, AUTOLIV DEV, ALDMAN, BERTIL, AUTOLIV DEVELOPMENT AB
Application year: 1994
Main classification: B60N2
IPC codes: B60N2